Transport for London. Travel in London, Supplementary Report: London Travel Demand Survey (LTDS)

Transcription

1 Transport for London Travel in London, Supplementary Report: London Travel Demand Survey (LTDS)

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3 Transport for London 2011 All rights reserved. Reproduction permitted for research, private study and internal circulation within an organisation. Extracts may be reproduced provided the source is acknowledged. Disclaimer This publication is intended to provide accurate information. However, TfL and the authors accept no liability or responsibility for any errors or omissions or for any damage or loss arising from use of the information provided. ii

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5 1. Introduction The London Travel Demand Survey (LTDS) What is LTDS? How is the survey carried out? Analysing LTDS results Accessing LTDS data Trip rates Personal trip rates Trip rates by day of week Trip rates by area of residence Trip rates by purpose Travel by time of day Weekday trips Weekend trips Mode and purpose shares Mode shares Mode shares by area of residence Purpose shares Travel time and distance Time spent travelling Distance travelled Socio-economic breakdowns Travel by age group Travel by working status Gender and mode use Travel by household income Travel by ethnic group Spatial breakdowns Mode shares by area of trip origin and destination Travel by borough of residence and trip origin Car ownership and use Car ownership patterns in London How car ownership is related to trip making iv

6 10. Working patterns Working status Usual workplace Workplace and travel Non-travel What is non-travel? Levels of non-travel in London Socio-demographic factors and non-travel age and gender Socio-demographic factors and non-travel working status Socio-demographic factors and non-travel car ownership Reasons for non-travel Non-travel rates in successive LTDS surveys Frequency of use of travel modes and changes in travel behaviour Introduction Frequency of mode use Frequency of mode use by household income Frequency of mode use by ethnic group Frequency of mode use and socio-demographic characteristics Changes in frequency of mode use Reasons for changes in frequency of mode use Tours What is a tour? Defining a tour Complexity of tours Purposes of tours Tours by day of week Modes of transport in tours Duration of tours Tour making by workers and non-workers Tour making by drivers and public transport users v

7 1. Introduction 1. Introduction This report aims to provide a more detailed look at the London Travel Demand Survey (LTDS) data than is given in the brief coverage in Travel in London, Report 3. It is intended to enable prospective users to understand more fully the content and coverage of the data, and to illustrate the kinds of analysis that are possible. The survey has been conducted among residents of the Greater London area on a continuous (rolling) basis for the five years between 2005/06 and 2009/10 and combines socio-demographic data with trip diary-based records of personal travel. The report is divided into the following sections: Chapter 2 introduces the LTDS survey, giving basic details on how the survey is carried out as well as information on sample sizes. Chapter 3 looks at how trip rates have changed over the five LTDS survey years, by mode, purpose and area of residence. Chapter 4 explores how travel varies by time of day, as well as the difference between trip-making on weekdays and weekends. Chapter 5 looks at mode and purpose shares, in terms of how they have changed over the five years as well as how they differ by area of residence. In Chapter 6, travel is broken down in terms of both the amount of time spent travelling and the distance Londoners travel on an average day. Chapter 7 looks at how rates of travel and modes used differ for population subgroups defined by socio-economic factors such as age, working status and household income. Chapter 8 introduces how LTDS data can be broken down spatially by area of trip origin and destination, as well as showing some borough-level data. Car ownership patterns are introduced in Chapter 9, and the effect car ownership has on trip making and mode choices. Chapter 10 looks at how working patterns have changed, both in terms of the number of people in full or part time employment, and whether people travel to the same or different workplaces, or work from home. A proportion of London residents make no trips at all on an average day. Chapter 11 investigates whether this is changing over time, what types of people are not travelling, and the reasons for non-travel. Chapter 12 looks at the characteristics of frequent users of different modes, and whether they have changed their frequencies of use in the 12 months before the survey, and reasons for that change. Finally, Chapter 13 introduces the concept of tours, defined as sequences of consecutive trips that start and end at the same location, which provide an alternative to trips as a way of describing people s travel patterns that can be explored using the LTDS data. 1

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9 2. The London Travel Demand Survey (LTDS) 2. The London Travel Demand Survey (LTDS) 2.1 What is LTDS? LTDS is a continuous household survey of the London area, covering the London boroughs as well as the area outside Greater London but within the M25 motorway. Results in this report relate to residents of the Greater London area, comprising the 32 London boroughs and the City of London. The first year of results covered the financial year 2005/06, meaning that there are now five years of data available. The survey is a successor to the household survey component of the London Area Transport Survey (LATS) which was last carried out in The total available sample over the 5 years exceeds that of LATS (see Table 2.1). However, the LTDS annual sample size is significantly smaller than for LATS around 8,000 households in a typical year, compared with 30,000 in LATS Table 2.1 Sample sizes and response rates, LATS and LTDS. Survey Sample of households Sample of people Response rates LATS ,973 67, % LTDS 2005/06 5,008 11, % LTDS 2006/07 8,006 18, % LTDS 2007/08 7,873 17, % LTDS 2008/09 8,134 18, % LTDS 2009/10 8,227 18, % Total LTDS 37,248 85, % 2.2 How is the survey carried out? LTDS captures information on households, people, trips and vehicles. All members of the household are surveyed, with complete trip detail for a single day recorded for all household members aged 5 and over. Three questionnaires are used a household questionnaire, individual questionnaires for all household members, and trip sheets or travel diaries. The household questionnaire is completed by any responsible adult within the household, and gives details of household structure with basic demographic information on household members and household characteristics such as income, housing tenure and vehicle ownership. The individual questionnaire has to be completed by all members of the household aged 5 and over. This includes further demographic and travel-related information, including working status, frequency of use of transport modes, and details of driving licences and public transport tickets held. Finally, trip sheets are completed by every household member aged 5 and over. This captures data on all trips made on a designated travel day, the same day for all 3

10 2. The London Travel Demand Survey (LTDS) members of the household. Details captured include trip purposes, modes used, trip start and end times, and the locations of trip origins and destinations. 2.3 Analysing LTDS results Results from a single year are usually robust enough to analyse at the London-wide level, and can be split down by area for Inner and Outer London residents. When analysing results at a more spatially disaggregrated level (typically borough of residence or borough of trip origin), three years of data need to be combined, giving an average figure over the three years. This ensures a large enough sample size to give robust results. Even at the London-wide level, care should be taken when interpreting changes in small values from one year to the next, particularly for modes of transport with relatively low mode shares, such as taxi, motorcycle and pedal cycle. Changes between successive years may not be statistically significant, but trends can be detected more reliably by examining the results over a run of years rather than considering each annual change in isolation. Percentage changes should not be estimated from rounded estimates shown in the tables of this report. LTDS is primarily a survey of London residents, and the survey therefore provides a unique window on to the travel behaviour of Londoners. However, the survey does not produce results that are representative of all travel in London, which of course also includes that made by people who are not residents of Greater London (such as longer-distance commuters and other visitors). All results in this report are therefore for London residents only. For estimates of all travel in London including travel by non-residents, with commentary on the important trends, see Travel in London Report 3, Chapter 2 ( 2.4 Accessing LTDS data There are two ways to gain access to LTDS data. The first is the Romulus web application, available at To access the full analysis functions of Romulus, you will first need to contact the Romulus administrator at Romulusadmin@tfl.gov.uk. The other option is to specify your analysis requirements to the LTDS team directly, by ing LTDSenquiries@tfl.gov.uk. 4

11 3. Trip rates 3. Trip rates This chapter looks at how the overall amount of travel Londoners make, expressed in the form of trip rates, has changed over the five years of the LTDS survey. It also looks at how trip rates vary by mode, purpose, area of residence and day of the week. Since LTDS relates only to residents of the Greater London area, the following statistics do not give a complete view of all travel in London. This section should therefore be read in conjunction with Chapter 2 and Sections 3.1 to 3.3 of TfL s Travel in London 3 report. 3.1 Personal trip rates Trip rates are a basic measure of the amount of travel people make, and are defined as the number of trips made on an average day, divided by the population (excluding children under 5 years, whose trips are not included in the LTDS count of trips). Table 3.1 and Figure 3.1 show trip rates on an average day (7-day week) over the last 5 years, broken down by main mode. The main mode of a trip is the mode of transport used for the longest distance within the trip. Table 3.1 Trips per person per day, by main mode. 2005/ / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes The LTDS survey is better at characterising travel behaviour and features of travel demand by residents of London, for example in terms of journey purpose, transport modes and type of travel, than at quantifying trends in the aggregate travel volumes in London. Nevertheless, indications of change can be derived that can be used to supplement modal sources on public transport and road traffic to understand change more robustly. In this context, results for the 2008/09 LTDS survey suggested that travel by London residents fell sharply, and that this lower level has been maintained in 2009/10. A two-year-view of the results for both 2008/09 and 2009/10 provides the best appreciation from this source of the impact of the recession on the travel behaviour of Londoners. This particularly applies to changes in mode shares, where small apparent increases in travel by car in 2009/10 should be seen in the light of the very significant falls in trip rates by that mode in 2008/09. For public transport, the small falls in 2009/10 relative to 2008/09 reflect a relatively stable position compared 5

12 3. Trip rates with the pre-recession level, although later data does suggest that public transport ridership is now recovering strongly from the recession. 3.2 Trip rates by day of week Londoners make more trips on weekdays than at weekends (Tables 3.2 and 3.3), with trip rates being around 5 per cent higher on an average weekday than on the average day (7-day week) including weekends. A greater proportion of weekday trips is made on public transport modes, reflecting the greater number of commuting trips made in the working week. In 2009/10 weekday trip rates fell more than whole week trip rates, falling by 2 per cent to 2.5 trips per person, following a larger decline, 7 per cent, in 2008/09. Figure 3.1 Trips per person per day, by main mode, 2005/06 to 2009/ Walk Cycle Motorcycle Car passenger Car driver Taxi and other Bus (including tram) Underground and DLR Rail 2.5 Trips per person per day Table / / / / /10 Trips per person per weekday, by main mode. 2005/ / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

13 3. Trip rates Table 3.3 Trips per person per weekend day, by main mode. 2005/ / / / /10 National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk All modes Trip rates by area of residence Figure 3.2 shows how trip rates vary between Inner and Outer London residents, as well as the differences in mode use between the two areas. Trip rates for Inner London residents increased by 2 per cent in 2009/10, whilst trip rates for Outer London residents continued to decrease, by around 2 per cent. For the first time since the survey started, trip rates for Inner London residents were higher than for Outer London residents (2.43 and 2.39 trips per person per day, respectively). The decline in trip rates in Outer London came mainly from the public transport modes, which fell by 8 per cent. After a big fall in 2008/09, car driver trip rates in Outer London fell again, though only by 1 per cent. In contrast, in Inner London public transport and car driver trip rates both increased. Walk and cycle trip rates also increased compared with 2008/09, up by 4 per cent and 1 per cent respectively. 7

14 3. Trip rates Figure 3.2 Trips per person per day, by main mode and area of residence, 2005/06 to 2009/10. Trips per person per day / / / / / / / / / /10 Inner London residents Outer London residents National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk Table 3.4 Trips per person per day, by main mode, Inner London residents, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

15 3. Trip rates Table 3.5 Trips per person per day, by main mode, Outer London residents, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes Trip rates by purpose Trip rates by purpose changed very little in the latest LTDS year. Commuting trips, those trips between home and the worker s usual workplace, fell by 2 per cent, while shopping and personal business trip rates fell only slightly after a much larger fall in 2008/09. Figure 3.3 Trips per person per day, by purpose, 2005/06 to 2009/ Trips per person per day / / / / /10 Commuting Other work Education Shopping and personal business Leisure Other (inc escort) 9

16 3. Trip rates Table 3.6 Trips per person per day, by purpose, 2005/06 to 2009/ / / / / /10 Commuting Other work Education Shopping and personal business Leisure Other (inc escort) All purposes

17 4. Travel by time of day 4. Travel by time of day This chapter looks at how patterns of trip making vary, both by time of day and by day of week. It also looks at the different modes of travel that Londoners use throughout the day, as well as how the purposes for which people travel change through the course of the day. 4.1 Weekday trips The peak periods for trip making on weekdays are usually defined as between 7am and 10am in the morning and between 4pm and 7pm in the afternoon and early evening. The highest flows during the morning peak are in the hour from 8 to 9am, while in the afternoon there are two distinct peaks one between 3pm and 4pm, associated with education trips (see figure 4.1), and a second between 5pm and 6pm, associated with commuting trips. Figure 4.1 Trips by main mode by hour of departure, weekdays only, 2009/10. 2,500,000 2,000,000 1,500,000 1,000,000 Walk Cycle Motorcycle Car passenger Car driver Taxi/ Other Bus/tram Underground/ DLR National Rail 500, Figure 4.2 shows the trends in trip rates per person per hour for the following time periods during an average weekday: early morning (4am to 7am), am peak (7am to 10am), inter-peak (10am to 4pm), pm peak (4pm to 7pm), evening (7pm to 10pm) and night (10pm to 4am). All time periods had decreases in their numbers of trip starts between 2007/08 and 2008/09. However, trips starting in the inter-peak period increased slightly in 2009/10 while those starting in the am or pm peaks again decreased. Although Londoners make the highest number of trips in the morning peak, closely followed by the evening peak, trip-making remains high in the inter-peak period, partly as a result of the afternoon travel from schools which falls in this period. 11

18 4. Travel by time of day In terms of the purposes for which trips are made (Figure 4.3), weekday trips are dominated by commuting and education trips in the morning and afternoon peaks, with shopping or personal business trips predominating in the middle of the day. In the evening leisure trips are more common. Figure 4.2 Trip rates per hour by time period, weekdays only, 2005/06 to 2009/ Trips per person per hour Early am Am peak Inter peak Pm Peak Evening Night 2005/ / / / /10 Figure 4.3 Trips by journey purpose by hour of departure, weekdays only, 2009/10. 2,500,000 2,000,000 1,500,000 Other (inc escort) Leisure Shopping and personal business Education Other work Commuting 1,000, ,

19 4. Travel by time of day 4.2 Weekend trips Weekend trips follow a very different profile to weekdays. On both Saturdays and Sundays there is one main peak in the middle of the day, between 11am and 12pm. As can be seen in Figures 4.4 and 4.5, although the weekend peak is lower than the weekday peak, there are more trips made in the middle of a weekend day than in the equivalent time period on a weekday. These trips are much more likely to be made by car, but there is also a large number of walk trips. Figure 4.4 Trips by main mode by hour of departure, Saturdays only, 2009/10. 2,500,000 2,000,000 1,500,000 1,000,000 Walk Cycle Motorcycle Car passenger Car driver Taxi/ Other Bus/tram Underground/ DLR National Rail 500, Figure 4.5 Trips by main mode by hour of departure, Sundays only, 2009/10. 2,500,000 2,000,000 1,500,000 1,000,000 Walk Cycle Motorcycle Car passenger Car driver Taxi/ Other Bus/tram Underground/ DLR National Rail 500,

20 4. Travel by time of day Over the weekend, shopping and personal business and leisure trips dominate, with a reduction in shopping trips on a Sunday reflecting the reduced opening hours of most shopping facilities on that day as well as more leisure travel on Sundays. Figure 4.6 Trips by journey purpose by hour of departure, Saturdays only, 2009/10. 2,500,000 2,000,000 1,500,000 1,000,000 Other (inc escort) Leisure Shopping and personal business Education Other work Commuting 500, Figure 4.7 Trips by journey purpose by hour of departure, Sundays only, 2009/10. 2,500,000 2,000,000 1,500,000 Other (inc escort) Leisure Shopping and personal business Education Other work Commuting 1,000, ,

21 5. Mode and purpose shares 5. Mode and purpose shares This chapter looks at trips made by London residents, firstly split by the main mode of the trip and then by journey purposes, and how they differ by area of residence. 5.1 Mode shares Table 5.1 shows the percentage mode shares of trips by London residents on an average day. The main mode of a trip is defined as the mode used for the longest distance during the trip. On an average day, walk trips make up the largest proportion of trips (30 per cent). Car driver and car passenger trips together account for almost 40 per cent of all trips, whereas public transport makes up just under 30 per cent. Table 5.1 Mode share of trips by London residents. 2005/ / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes A result of the decline in public transport trips rates in 2009/10 (see Section 3.1) was that the share of public transport trips by Londoners fell marginally from 29 per cent of all London residents trips in 2008/09 to 28 per cent in 2009/10. This compares with the previously increasing trend and a public transport share of 26 per cent in 2007/08. Conversely, the share of trips made by car rose slightly from 38 per cent in 2008/09 to 39 per cent in 2009/10, still lower than the 41 per cent recorded in 2007/08 (Table 3.2). The 3 rd Travel in London report (Section 2.7) provides a comprehensive treatment of mode shares and trends in mode shares for all travel in London. 15

22 5. Mode and purpose shares Figure 5.1 Mode share of trips by London residents, 2005/06 to 2009/ % 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 2005/ / / / /10 National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk 5.2 Mode shares by area of residence Figure 5.2 shows how mode shares differ depending on whether people are residents of Inner or Outer London. Inner London residents walk and cycle more, and are more likely to use public transport. Residents of Outer London make a far higher proportion of trips by car, both as driver and as passenger. These patterns broadly reflect patterns of urban density and transport network provision across Greater London. Figure 5.2 Mode share of trips by Inner/Outer London residents, 2009/ % 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Inner London residents Outer London residents All London residents National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk 16

23 5. Mode and purpose shares Table 5.2 Mode share of trips by Inner and Outer London residents, 2009/10. Inner London residents Outer London residents All London residents National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes Purpose shares Table 5.3 shows the share of trips by London residents on an average day, split by journey purpose. The most common purposes of trips are for shopping (with personal business) and leisure, each making up just under 30 per cent of all trips. Commuting and other work related trips make up just under a quarter of all trips. Table 5.3 Purpose share of trips by London residents. 2005/ / / / /10 Commuting Other work Education Shopping and personal business Leisure Other (inc escort) All purposes

24 5. Mode and purpose shares Figure 5.3 Purpose share of trips by London residents, 2005/06 to 2009/ % 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 2005/ / / / /10 Commuting Other work Education Shopping and personal business Leisure Other (inc escort) When analysing the share of trips by journey purpose, changes over time are less evident (Figure 5.3). The proportion of commuting trips decreased slightly in 2009/10 after an increase in 2008/09. Shopping and personal business trips have decreased their share again, with the share of leisure trips remaining high compared with previous years. Trips for other purposes, including escorting, continued to fall. Figure 5.4 Purpose share of trips by Inner/Outer London residents, 2009/ % 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Inner London residents Outer London residents All London residents Commuting Other work Education Shopping and personal business Leisure Other (inc escort) In contrast to modes and as might be expected, the purposes of trips Londoners make do not differ much between Inner and Outer London residents (Table 5.6). 18

25 5. Mode and purpose shares Table 5.4 Purpose share of trips by Inner and Outer London residents, 2009/10. Inner London residents Outer London residents All London residents Commuting Other work Education Shopping and personal business Leisure Other (inc escort) All purposes

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27 6. Travel time and distance 6. Travel time and distance This chapter looks at the amount of travel London residents make in terms of their time spent travelling and the distance travelled. These measures can be thought of as additional ways to the number of trips to describe the extent of Londoners travel. 6.1 Time spent travelling Table 6.1 Time spent travelling per day (minutes) by London residents, trip-based by main mode of transport. 2005/ / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes The amount of time London residents spent travelling on an average day in a 7-day week continued to decrease in 2009/10, and is now under 68 minutes (Table 6.1). Despite a small increase in 2009/10, there has been a declining trend in the time spent on walk all the way trips, as well as a fall in the time spent on car driving trips. The time spent on public transport trips has also fallen on average. However, the picture looks different when analysing the time spent travelling by journey stage. When including all walk stages, including those to access other modes, the time spent walking on an average day remains almost as high as in previous years and higher than 2007/08. The time spent driving has fallen year by year, as has the time spent travelling by Underground and bus. Key definitions A Trip is a complete door-to-door movement by an individual to achieve a specific purpose (eg to go from home to work). A Journey Stage is a part of a trip made on a specific mode of transport, eg a trip of 3 stages comprising a walk stage from home to a bus stop, a bus stage to central London, and a further walk stage to a place of work. 21

28 6. Travel time and distance Table 6.2 Time spent travelling per day (minutes) by London residents, based on time spent in journey stages on each mode of transport. Journey stage mode 2005/ / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes Figure 6.1 Time spent travelling per day by London residents, 2005/06 to 2009/10, by trip main mode. 80 Travel time per person per day (minutes) / / / / /10 National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk 22

29 6. Travel time and distance 6.2 Distance travelled Figure 6.2 shows the distance travelled by London residents on an average day. Distances here are measured as crow-fly distances of trips, taking the straight line distance between origin and destination of each trip (including any part of the trip outside London). Figure 6.2 shows the results both for trips with either origin or destination (or both) in Greater London and for trips wholly within London (ie both origin and destination in Greater London). Figure 6.2 Distance travelled per day (kilometres) by London residents. Walk Cycle Motorcycle Car passenger Car driver Taxi and other Bus (including tram) Underground and DLR Rail 16 Travel distance per person per day (kilometres) / / / / / / / / / /10 All trips, excluding those wholly outside Greater London Only trips wholly within Greater London Table 6.3 Distance travelled per day (kilometres) by London residents: all trips wholly or partly within Greater London, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

30 6. Travel time and distance Table 6.4 Distance travelled per day (kilometres) by London residents: trips wholly within Greater London, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes In contrast to the decline in Londoners time spent travelling, their average distance travelled increased, by 3 per cent, in 2009/10. This was mainly driven by an increase in National Rail trips, where average journey lengths tend to be longer than for other public transport modes. However, average travel distance can be distorted by long distance trips made between London and other parts of the UK. To remove this effect, the right-hand side of Figure 6.2 includes only trips with both origin and destination within Greater London. This exhibits much lower variation than the left-hand side of the graph, and shows a slight decrease in average distances travelled on within-london trips in 2009/10. 24

31 7. Socio-economic breakdowns 7. Socio-economic breakdowns The amounts of travel people make and the modes they use vary between different groups of the London population. This chapter looks at how Londoners travel varies by age, gender, working status, household income and ethnic group. 7.1 Travel by age group Figure Trips per person per day, by age group. Trips per person per day All 2005/ / / / /10 Londoners aged and make more trips on an average day than other age groups, around 2.7 trips per day on average. Residents aged over 65 made the least number of trips, at just over 2 per person per day. Trip rates for most age groups continued to fall in 2009/10, albeit at a slower rate than in the previous year. The only exceptions were those in the 65 and over age group, and particularly the 45 to 59 age group, where trip rates increased by over 2 per cent. 7.2 Travel by working status Working Londoners make more trips on an average day than those not in employment (Figure 7.2). Trip rates increased slightly for those in full and part-time work, whereas trip rates decreased slightly amongst all other categories of working status. 25

32 7. Socio-economic breakdowns Figure 7.2 Trips per person per day, by working status Trips per person per day Full time worker Part time worker Student Not working Retired All 2005/ / / / / Gender and mode use Trip rates for men and women remained close in 2009/10, both making around 2.4 trips per person per day. Both car driver and cycle trip rates are much higher amongst men, whilst women tend to use the bus and walk more. Figure 7.3 Trips per person per day, by main mode and gender Trips per person per day / / / / / / / / / /10 Men Women National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk 26

33 7. Socio-economic breakdowns Table 7.1 Trips per person per day by main mode: men. 2005/ / / / /10 National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk All modes Table 7.2 Trips per person per day by main mode: women. 2005/ / / / /10 National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk All modes Travel by household income As household incomes increase, so do the amounts of travel that household members make (Figure 7.4). Londoners with gross annual household incomes under 10,000 make just over 2 trips per day on average, whereas those with incomes over 75,000 make around 2.8 trips per day. The modes used also changes as income increases, with lower income groups making more bus trips, and higher income groups making more car, rail and Underground trips. 27

34 7. Socio-economic breakdowns Figure 7.4 Trips per person per day, by main mode and household income, 2009/ Trips per person per day less than 10k 10k to 20k 20k to 35k 35k to 50k 50k to 75k 75k or more National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk Table 7.3 Trips per person per day by main mode, by household income, 2009/10. less than 10k Gross annual household income 10k to 20k 20k to 35k 35k to 50k 50k to 75k 75k or more National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes Travel by ethnic group Travel also differs between ethnic groups. Some notable features are the high number of walk trips made by the Bangladeshi community, high levels of car use by Indian and Pakistani communities, and relatively high bus use by Black people (Figure 7.5). 28

35 7. Socio-economic breakdowns Figure 7.5 Trips per person per day, by main mode and ethnic group, 2009/10. Trips per person per day National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk Table 7.4 Trips per person per day by main mode, by ethnic group, 2009/10. White - British White - Other Mixed Indian Pakistani Bangladeshi Asian - Other Black - African Black - Caribbean Black - Other Other National Rail Underground/ DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

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37 8. Spatial breakdowns 8. Spatial breakdowns 8.1 Mode shares by area of trip origin and destination The modes that Londoners use are very dependent on where within London they are travelling. As can be seen in Figure 8.1, over 70 per cent of trips within central London are walk trips, with most of the rest either bus or Underground trips. In the rest of Inner London, the percentage of walk trips drops to below 50 per cent, and within Outer London just over 30 per cent. In contrast, car use increases, with almost half of all trips within outer London being made by car. Figure 8.1 Mode shares by area of trip origin and destination, 2009/ % 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Within Central London Within Inner London Within Outer London Between Central & Inner London Between Central & Outer London Table 8.1 Mode shares by area of trip origin and destination, 2009/10. Between Inner & Outer London National Rail Underground/ DLR Bus/tram Taxi/ Other Car driver Car passenger Motorcycle Cycle Walk Within Central London Within Inner London Within Outer London Between Central & Inner London Between Central & Outer London Between Greater London and rest of UK Between Inner & Outer London Between Greater London and rest of UK National Rail 0.0% 1.7% 1.0% 10.9% 37.0% 10.6% 12.2% Underground/DLR 9.3% 4.4% 1.1% 33.3% 39.4% 14.5% 1.0% Bus/tram 9.5% 18.3% 14.1% 25.5% 5.2% 15.0% 5.0% Taxi/other 3.7% 1.4% 0.6% 3.7% 1.5% 1.4% 0.8% Car driver 3.0% 16.0% 32.6% 7.2% 9.3% 35.7% 50.7% Car passenger 0.7% 8.2% 16.6% 2.6% 4.9% 14.8% 28.0% Motorcycle 0.4% 0.4% 0.3% 1.1% 1.5% 1.2% 0.3% Cycle 0.9% 2.9% 1.6% 5.2% 1.0% 1.5% 0.8% Walk 72.5% 46.7% 32.1% 10.5% 0.1% 5.3% 1.3% All 100% 100% 100% 100% 100% 100% 100% 31

38 8. Spatial breakdowns Trips to and from central London have different characteristics, tending to be predominantly made by public transport. Over 80 per cent of trips between central and Outer London are made by public transport, with three-quarters by rail or Underground. Trips between London and the rest of the UK are mostly made by car. 8.2 Travel by borough of residence and trip origin Tables 8.2 and 8.3 show how travel differs by borough, both in terms of residence and trip origin. A number of patterns are evident, which often reflect local differences in the transport networks. For example, 13 per cent of trips by Lewisham residents are made on National Rail, compared with only 1 per cent of trips by residents of Kensington & Chelsea and Hillingdon, reflecting the absence of a significant rail network in these boroughs. Similarly, car mode share differs between boroughs; Hackney and Westminster residents make only 17 percent of their trips by car, compared with 59 per cent of all trips by Bexley and Havering residents. Cycling and walking tend to be more common in the Inner London boroughs, with cycle mode shares particularly high in Hackney, Hammersmith & Fulham and Islington, as well as in Richmond in Outer London. 32

39 8. Spatial breakdowns Table 8.2 Mode shares by borough of trip origin, 2007/08 to 2009/10. London borough Trips per day (000s) Rail Underground /DLR Bus/tram Taxi/ other Car/ motorcycle Cycle Walk Camden 744 5% 15% 16% 2% 18% 3% 42% City of London % 26% 8% 3% 7% 2% 35% Hackney 377 4% 5% 26% 2% 20% 5% 40% Hammersmith & Fulham 477 2% 13% 16% 1% 25% 4% 38% Haringey 447 2% 9% 20% 1% 33% 2% 34% Islington 489 5% 11% 21% 1% 17% 3% 41% Kensington & Chelsea 518 1% 13% 14% 4% 21% 3% 44% Lambeth 546 6% 10% 21% 1% 29% 3% 30% Lewisham 448 9% 2% 19% 1% 38% 2% 30% Newham 539 2% 9% 16% 1% 33% 1% 39% Southwark 513 7% 8% 22% 1% 29% 3% 30% Tower Hamlets 525 4% 16% 16% 1% 21% 2% 41% Wandsworth 575 7% 6% 16% 1% 36% 3% 30% Westminster 1,186 7% 20% 15% 3% 13% 3% 39% Inner London 7,633 6% 12% 17% 2% 24% 3% 37% Barking & Dagenham 300 2% 5% 16% 1% 40% 1% 35% Barnet 770 1% 5% 12% 1% 49% 1% 31% Bexley 334 4% 0% 8% 1% 59% 1% 28% Brent 611 2% 7% 16% 1% 44% 1% 29% Bromley 728 6% 0% 8% 1% 56% 1% 29% Croydon 665 6% 0% 17% 1% 51% 1% 25% Ealing 621 2% 8% 16% 0% 47% 2% 26% Enfield 564 3% 3% 15% 1% 52% 0% 26% Greenwich 384 5% 3% 14% 1% 47% 1% 29% Harrow 424 1% 6% 10% 1% 52% 1% 30% Havering 485 4% 2% 13% 1% 58% 1% 21% Hillingdon 592 1% 5% 12% 2% 54% 2% 25% Hounslow 509 3% 4% 15% 1% 47% 3% 28% Kingston upon Thames 394 6% 1% 11% 1% 47% 2% 32% Merton 424 5% 5% 11% 1% 45% 2% 31% Redbridge 538 1% 5% 11% 0% 51% 1% 29% Richmond upon Thames 453 6% 2% 11% 1% 44% 5% 31% Sutton 359 5% 0% 11% 0% 54% 1% 28% Waltham Forest 395 2% 7% 13% 1% 41% 1% 34% Outer London 9,552 3% 4% 13% 1% 50% 1% 29% Greater London 17,186 4% 7% 15% 1% 38% 2% 32% 33

40 8. Spatial breakdowns Table 8.3 Mode shares and trip rates by borough of residence, 2007/08 to 2009/10. London borough Trips per person per day Rail Underground /DLR Bus/ tram Taxi/ other Car/ motorcycle Cycle Walk Camden 3.1 2% 10% 17% 2% 18% 3% 47% City of London 3.4 5% 17% 5% 1% 16% 0% 56% Hackney 2.0 3% 6% 30% 1% 17% 5% 37% Hammersmith & Fulham 3.0 2% 12% 16% 2% 27% 4% 37% Haringey 2.4 4% 13% 17% 1% 30% 2% 33% Islington 2.7 3% 10% 22% 2% 18% 4% 41% Kensington & Chelsea 3.0 1% 13% 13% 3% 19% 3% 47% Lambeth 2.3 6% 10% 21% 1% 29% 3% 30% Lewisham % 3% 18% 1% 36% 2% 27% Newham 2.4 2% 12% 15% 1% 30% 1% 39% Southwark 1.7 5% 5% 30% 1% 26% 3% 30% Tower Hamlets 2.3 2% 14% 17% 2% 21% 2% 42% Wandsworth 2.4 9% 9% 16% 2% 32% 3% 30% Westminster 3.3 2% 12% 15% 4% 17% 2% 48% Inner London 2.5 4% 10% 18% 2% 25% 3% 38% Barking & Dagenham 2.3 2% 7% 16% 1% 43% 1% 31% Barnet 2.9 2% 8% 11% 1% 47% 1% 30% Bexley 1.9 7% 0% 7% 1% 59% 1% 25% Brent 2.7 2% 9% 16% 1% 41% 1% 29% Bromley 3.0 9% 1% 7% 0% 54% 1% 28% Croydon 2.4 8% 0% 16% 1% 52% 1% 23% Ealing 2.4 2% 11% 16% 1% 44% 2% 25% Enfield 2.5 4% 5% 15% 1% 51% 0% 25% Greenwich 1.8 8% 3% 15% 1% 45% 1% 28% Harrow 2.5 2% 8% 9% 1% 53% 1% 27% Havering 2.5 6% 3% 11% 1% 59% 1% 19% Hillingdon 2.6 1% 5% 12% 1% 54% 2% 26% Hounslow 2.6 3% 6% 15% 0% 48% 3% 26% Kingston upon Thames 3.0 8% 2% 8% 1% 48% 2% 31% Merton 2.8 7% 7% 12% 1% 43% 2% 28% Redbridge 2.6 2% 8% 9% 1% 51% 1% 27% Richmond upon Thames 3.1 8% 3% 11% 2% 43% 4% 30% Sutton 2.4 7% 1% 9% 1% 55% 1% 27% Waltham Forest 2.2 3% 11% 13% 1% 38% 1% 33% Outer London 2.5 5% 5% 12% 1% 49% 1% 27% Greater London 2.5 4% 7% 15% 1% 39% 2% 31% 34

41 9. Car ownership and use 9. Car ownership and use 9.1 Car ownership patterns in London Table 9.1 Greater London Levels of car ownership by London household. Number of cars in household (percentage) None One Two Three or more All households 2005/ / / / / Inner London 2005/ / / / / Outer London 2005/ / / / / Figure 9.1 Levels of car ownership amongst London residents: percentage of households, 2009/10. 60% 50% 40% 30% 20% 10% 0% Inner London Outer London Greater London No cars One car Two or more cars 35

42 9. Car ownership and use Table 9.1 and Figure 9.1 show how car ownership levels have changed over the course of the LTDS surveys to date. In fact, the picture is relatively stable, with the proportion of households with no car or one car each remaining around 42 to 43 per cent, and around 15 per cent of households owning two or more cars. Table 9.2 Car ownership by borough of residence, 2007/08 to 2009/10. Percentage of households with: No car One car Two or more cars Camden 59% 35% 6% City of London 79% 21% 0% Hackney 62% 34% 4% Hammersmith & Fulham 54% 39% 7% Haringey 53% 37% 11% Islington 65% 30% 5% Kensington & Chelsea 59% 33% 7% Lambeth 58% 34% 8% Lewisham 46% 45% 9% Newham 58% 36% 5% Southwark 62% 34% 4% Tower Hamlets 61% 34% 5% Wandsworth 41% 49% 10% Westminster 60% 32% 8% Inner London 57% 37% 7% Barking & Dagenham 42% 46% 12% Barnet 30% 48% 23% Bexley 23% 52% 25% Brent 42% 44% 14% Bromley 26% 47% 28% Croydon 32% 48% 20% Ealing 38% 47% 15% Enfield 35% 43% 22% Greenwich 39% 48% 13% Harrow 29% 44% 28% Havering 23% 49% 28% Hillingdon 27% 46% 27% Hounslow 35% 45% 20% Kingston upon Thames 25% 51% 24% Merton 34% 50% 16% Redbridge 27% 51% 22% Richmond upon Thames 29% 50% 21% Sutton 25% 46% 29% Waltham Forest 47% 40% 14% Outer London 32% 47% 21% Greater London 42% 43% 15% 36

43 9. Car ownership and use 9.2 How car ownership is related to trip making Figure 9.2 Trips per person per day, by car ownership. 3.5 Walk Cycle Motorcycle Car passenger Car driver Taxi/ Other Bus/tram Underground/ DLR National Rail 3.0 Trips per person per day / / / / / / / / / / / / / / /10 No car One car Two or more cars Figure 9.2 shows how car ownership is related to Londoners travel patterns. People with access to a car in their household make more trips on average than those without. However, those with cars also make fewer public transport trips. People with access to a car cycle as much as those without, but tend to make fewer walk trips. Trip rates amongst households with no cars, or just one car, both decreased by around 1 per cent in 2009/10, whereas amongst the 15 per cent of households with two or more cars, they increased by 3 per cent. Table 9.3 Trips per person per day, people in households with no cars, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

44 9. Car ownership and use Table 9.4 Trips per person per day, people in households with one car, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes Table 9.5 Trips per person per day, people in households with one or more cars, 2005/06 to 2009/ / / / / /10 National Rail Underground/DLR Bus/tram Taxi/other Car driver Car passenger Motorcycle Cycle Walk All modes

45 10. Working patterns 10. Working patterns 10.1 Working status Table 10.1 shows the distribution of working status amongst London residents aged 16 or over in each year between 2005/06 and 2009/10, as assessed by the LTDS survey sample (which is not optimised to quantifty this aspect in detail). As would be expected, the table shows only minor variation from year to year. Residents in employment account for between 56 and 58 per cent of residents over this period, peaking in 2007/08 and declining only slightly in 2008/09 and 2009/10 despite the economic downturn. The remaining 43 per cent of residents over 16 is made up of students (9 per cent), retired people (16 per cent) and others not in employment (18 per cent). These shares have also remained stable over the 5-year period. Table 10.1 Working status shares of London residents, 2005/06 to 2009/ / / / / /10 Full time employees Part time employees Full time self-employed Part time self-employed All in employment Students Retired people Others not in employment All people (aged 16+) Usual workplace This section looks at the travel to work patterns of London s workers in terms of whether they have a single place of work to which they travel on most of their working days, travel to different places to work on different days, or whether they work mainly at or from home. In the first survey year, 2005/06, LTDS showed 80 per cent of London residents in employment had a single usual place of work. This was similar to the percentage recorded by the London Area Transport Survey in However, this fell to 74 per cent in 2006/07 and has remained at a similar level each subsequent year. Conversely, the percentage of workers that travelled to different places to work, which was 15 per cent at the start of the decade, increased to 20 per cent by 2006/07. It appears that these shares were not significantly affected by the onset of recession in 2008/09. The percentage of workers who usually work at or from home, as assessed by LTDS, has remained relatively stable at between 5 and 6 per cent since 2005/06, but fell from 5.9 per cent in 2008/09 to 5.1 per cent in 2009/10. 39